Valveless motor



Dec. 17, 1929. L Vl FOGAS 1,7405235 vALvELEss MOTOR Filed. Aug. 4, 1928 1 65 III 'A i lam INVENToR. La vaud( FE lg. E. I BY 3&5 .f @Hamm v Patented Dec. 17, 1929 'ren sr'rss PATENT @l LIVIUS V. FOGAS, OF DETROIT, MICHIGAN VALVELESS MOTOR Application led August 4, 1928. Serial No. 297,413.

Fig. 1 is a longitudinal central sectional view Y of my improved internal combustion motor.

Fig. 2 is a transverse vertical sectional view taken on the line 2-2 of Fig. 1.

Fig. 3 is an enlarged fragmentary sectional view showing in particular the cylinder closing disc construction as embodied in my improved internal combustion motor.

As here embodied my improvel internal combustion motor comprises a cylinder block 10 of the usual water jacketed type and having formed therein or provided with a pair of cylinders 11 and 12, vertically disposed and relatively parallel. The cylinder block 10 is preferably closed at the top thereof and is provided with an open lower end or. extremity having an outwardly flanged element 13.

A pair of pistons 14 and y15 are slid-V ably mounted respectively in the cylinders 11 and 12, and are provided with conventional piston rings 16 and 17, positioned in proximity to the upper end thereof, and similar piston rings i8 and 19 positioned in proximity to the lower extremity thereof.

Piston rods 20 and 21 are removably secured as at 22 and 23, at their upper extremities ,to theppistons 14 and 15, and extend downwardly thereof through the extended elements 24 and 25 of the cylinder closing discs 26 and 27, and are secured as at 28 and 29 to pins carried in the cross-head guide slippers 30 and 31. The slippers 30 and 31 are provided with enlarged extended elements 32, 33 suitably formed so as to slidably engage in the lower portions of the cylinders 11 and 12.

Connecting rods 34 and 35, are provided with fork shape upper extremities 36 and 37 adapted to engage over the slippers 30 and 31 and are pivotally attached to the said pins 28 and 29 carried in the slippers. The

connecting rods 34 and 35 are operatively 55 connected in the usual well known manner to the crank pins 38 and 39 of the crank shaft 40. The crank shaft 40 is of the two throw type having the crank pins 38 and 39 displaced oppositely or at 180o, as clearly shown 60 in Fig. 1.

'lhe crank shaft 40 is rotatively mounted in the upper and lower crank cases 41 and 42, suitable bearings 43 and 44 are carried in the upper and lower crank cases to accom- G5 modate the said crank shaft. The upper crank case 41 is provided with an outwardly flanged element 45 as a means of attaching the said upper crank case to the ianged element 13 of the cylinder block 10. The lower 70 crank case 42 is removably attached in the usual manner to the lower extremity of the upper crank case 41. lThe lower crank case 42 is provided with suitable conventional troughs 46 and 47 adapted to hold lubricat- 75 ing oil, into which the tubes 48 and 49, secured to and extended from the lower extremities of the connecting rods slip for the purpose of lubricating the crank pin'bearings, and which. afford sufficient splash of the said oil to lubricate the other various working elements of my improved motor.

An oil pump, not shown in the accompanying drawing, of the usual conventional type, driven by the crank shaft 40 is provided to 85 pump the oil from the lower crank case 42 into the said troughs 46 and 47.

The above described construction is such as will permit the crank shaft to be rotated or driven by the oscillation or sliding of the pistons in their respective cylinders, asis common to internal combustion motors.

The cylinders 11 and 12 are provided with or have formed therein an intake port 50, positioned intermediately, directly below the lower edge of the pistons when same are in an upper position. An exhaust or outlet port is forme-d in the cylinders 11 and 12 directly above the said intake port 50. An intake manifold 52 is secured to and extended 100 trom the intake port and has secured thereto, at its extended extremity the usual carburetor 53, connected by means of a tube 54, or pipe 'to any convenient source or receptaele of luel supply.

The exhaust m aniiiold 55, or tubular member, may be o't the well known flexible construction, conveniently wound on the intake manifold 52, for the purpose of pre-heating 1g the incoming mixture so as to provide a more combustible mixture.

Transfer ports 56 and 57 are provided in the cylinders 1l and l2, directly above and below the pistons lll pistons are in the downwardly extended position. ylhese ports 5G and 57 are interconnected by a suitable tubular member` 58, or

transter manifold. Tl e usual spark plugs 58 and 59 are located in the cylinders ll and-12 and are connected by means ot the usual ignition wires 60 and 6l to a magneto 62 operatively mounted on the crank shaft ot my improved internal combustion engine.

v5 lsomewhat inwardly from the cylinder block and upper crank case, a packing material 65 of ring shape construction is positioned directly above the closing discs, and is of suitable inside diameter or dimension to exlltend over the serrations el, as clearly shown in Fig. 3. The lower inner edges of the cylinder block is beveled or tapered outwardly as at 66, adapted to receive the closing ring 6T which is provided with a tapered or bev- -eled edge 68 or side adapted to engage the 'tapered side @t3 ot the cylinder block. The

closing ring 67 is provided with an opposite` side 69, similarly tapered or beveled.

rldhe latter described construction is such as will permit the closing ring 67 to be forced downwardly by the pressure in the lever chamber 70 so as to prevent a leakage therefrom.

lily improved motor operates as follows, an explosive charge is admitted from the carburetor through the inlet manifold upon the upstrcke ot the pistons which cause a partial vacuum drawing in the said explosive charge. Upon the downstroke of the piston the said charge thus drawn in below the pistons is partially Compressed and is forced through the transiter' manifold above the said pistons. The above mentioned up-stroke of the-said pistons compressesl the chargel which and l5 when the said.

is exploded by the liring of the spark plugs at the desired time interval.

Having thus described my invention what I claim as new and desire to secure by United States Letters Patent is:

l In a valveless motor of the class de scribed, a cylinder closing disc positioned inin the cylinder block as a means ofholding a packing member in engagementwith a serrated portion ot the said ycylinder closing ring so as to prevent a leakage ot air.

2. In combination with a valveless motorof the class described, a cylinder closing disc positioned intermediate the cylinder blockand the upper crank case of the said motor, said cylinder closing disc vhaving provided 'with a stutlingbox, a piston rodvslidably' mounted,

therein, said piston rod secured to; a piston and to a slipper, said slipper slidably mounted in a cylinder, said cylinder closing disc comprising a closing' ring having altapered' edge adapted to engage -infa tapered recess. formed in the cylinder-block as a means of holding a packing` member inengagemen-t with a serrated portion of the saidrcylinder closing ring so as. to preventaleakage of air.

3. Inl a valveless lmotor of the class described, a cylinder closing disc positioned in.- termediate the cylinder block and the upper crank case of the said motor, said cylinder closing disc havingiprovided with a stufling box, a pistonrod slidably mountedtherein, said piston rod .secured to a piston and to a slipper, said slipper slidably mounted in a cylinder, said cylinder closing disc comprising'. a closing ring having a tapered edge adapted to engage in a tapered recess formed in the cylinder block as al means of holding a. packing member in engagement with a serrated portion of the said cylinder closing ring so .as to prevent a leakage of air.

In testimony whereof I have aliixed my signature.

LIVIUS V. FOGAS. 

